That slower geometry coupled with the 19″ front wheel and semi-knobby tires provides a somewhat vague response when you dip into corners. The only negative I found riding the new R nineT Scrambler relates to the steering, and the feeling from the front-end of the bike. I also preferred the suspension action, even when I took the bike off-road. The styling also seems more “period correct” with the gaitered standard forks and high bars. The ergonomics are significantly more upright, and comfortable. Having tested the standard R nineT model fairly recently, I found that I preferred the less expensive Scrambler model for a number of reasons. You also get the trademark BMW badge on the tank … which actually means something to more customers than you might think. For your money, you get a BMW with that legendary air-cooled boxer engine, which is the heart and soul of even more expensive models recently offered by the German marque (before converting them to water-cooling). MSRP of $13,000 still puts it at the top end of the scrambler category, however. Leaving aside more expensive parts found on the standard R nineT (such as the sportbike-grade, radial mount Brembos and the upside-down fork), BMW has priced the Scrambler $2,100 cheaper. You either like the look or you don’t (we do), but coupled with surprisingly aggressive dual sport rubber (Metzlers, including a 19″ front), the bike presents a tough, purposeful look. The Scrambler also receives unique wheels, fuel tank and high-mount exhaust system. Steering geometry is substantially relaxed in comparison to the standard R nineT, leading to superb straight-line stability coupled with lazier steering through corners. The brakes are a lower spec Brembo design (still squeezing sizeable 320 mm discs in front), and the suspension features a traditional, non-adjustable front fork (4.9 inches of travel) and a Sachs shock adjustable for preload only (5.5 inches of travel). The R nineT Scrambler does feature a number of changes from the standard model, not all of which are cosmetic. Highway speeds in sixth gear are relaxed at relatively low rpm levels, and return pretty good fuel economy. The transmission is likewise unchanged from the standard R nineT and behaves predictably with a spread of gearing more than adequate for the big, torquey lump beneath the rider. Amongst “scramblers” this bike is very fast, indeed, with BMW claiming 110 horsepower and 86 foot/pounds of torque. The Scrambler has the same healthy, broad power spread and character derived from the decades of continuing improvement of the boxer twin lay-out by BMW. Shared with the standard R nineT is the excellent, refined 1,170cc air-cooled boxer twin, six-speed transmission and frame. In many respects, you can get a good idea about the Scrambler by reading our original review of the standard R nineT. One family member is the subject of this test, the R nineT Scrambler.
With the original R nineT, BMW launched a family of motorcycles that is still growing.
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